Since one will be on the exhaust stroke the other cylinder will be on the compression stroke and the valves can be adjusted accordingly.

I was having some fun with article-to-video software today explaining how to adjust valves using the rocker method ... the video is done in text format only. There's some funky music to go along with it. so I hope you get a kick out of it!

This type of procedure is handy if you're in a pinch. Just recently I had to adjust the valves on an Inline-4 Isuzu Diesel Engine and used the rocker method once I had the valve lash specs.

Whelan is a regular STN contributor and has worked as a school bus and truck mechanic for the past 34 years. He is currently shop foreman for the School District No. 73 transportation department in Kamloops, British Columbia.  Read more about Whelan's shop experiences at his personal blog site.

The seat-belt manufacturer investigated and eventually solved the mystery: the source of the problem was not a product defect but a side effect of improper maintenance by the school district. In this moist coastal environment, mold growth on the belt webbing was sometimes a problem that occurred when buses remained parked during the hot summer. To clean the mold, the districts had been spraying the belts with a common household cleaner. When the chemicals contacted the latch-plate mechanism, cracking eventually began to occur at stress points of the plastic portions.

The districts were, in fact, lucky that the problem buckles brought these well-meaning but inappropriate behaviors to the attention of the manufacturer. Less obvious, but equally dangerous, was the fact that the chemicals being used to clean the belt webbing were also damaging it. In reality, even the belt systems that appeared to have functional buckles may not have been strong enough to perform properly in a crash because the load-bearing fibers of the webbing had been deteriorated due to exposure to a cleaning agent that was much too strong.

The districts learned not only that the solution was to replace all the belt systems—both buckles and webbing—but also the proper maintenance of the new belts to prevent further expensive repairs. This points up an important consideration for all types of child safety restraint systems (CSRS) on school buses: the materials that are used for these devices (webbing, plastic, metal, foam, etc.) must be in good condition to perform properly. Use (and even just the passage of time) will eventually take its toll, but the useful lifespan of these products can be maximized through a routine of scheduled maintenance that carefully follows the manufacturers’ advice.

For any district or Head Start program, seat belts and CSRS represent a major investment, so it’s important to take an organized and proactive approach to maintaining these assets. Routines should be established to check for recalls, damage, and mishandling as well as steps for proper cleaning and care. For guidance in developing or improving such a system for your organization, go to www.saferidenews.com to find school bus safety information that can help.

Denise Donaldson is a certified child passenger safety technician instructor and the editor of Safe Ride News, an independent publication based in Edmonds, Wash. Donaldson presented "Maintaining Your CSRS Investment" and “Maintaining Your CSRS Investment” at the 19th Annual STN EXPO in Reno, Nev.

The primary problem is that buses are usually purchased with current year cash. Growing up in New England, I can appreciate the parsimonious underpinning of this approach, but it is not all virtue. Using current year cash presents two major problems. First is the significant swings in annual funding requirements.

Asking for $1 million this year and $100,000 next year puts school boards in a very difficult position because of the second problem. Tax revenues, the primary funding source, do not accommodate variability well. In order to create a sustainable replacement strategy, transportation managers must develop a plan that replaces vehicles in a timely manner without causing wild swings in annual funding requirements.

Plan development begins by looking at both the timing of replacements and the financing mechanism used to acquire the buses. Managing the timing of replacement requires active attention to the utilization of the fleet. Shifting buses around to even out mileage and identifying units that should be replaced early versus those that can be held over (consistent with statutory or regulatory guidance on fleet age) are two crucial items to consider. Using these principles, it is possible to develop a long term projection of expenditure requirements.

After determining how much money is needed, the next step is determining how to finance those purchases. Many states restrict the ability of school districts to use mechanisms such as capital reserve funds. Where this type of fund is possible, it can be a highly successful mechanism to managing variability in expenditures and funding. Another alternative is leasing through manufacturers or capital markets. Historically low interest rates make this a particularly attractive option for school districts with old fleets and a need to catch up on deferred replacements quickly.

Finding a way to match expenditures and revenues isn't just a job for the finance office. Establishing a plan for both replacement and financing may just be the get out of jail card you need to avoid the inevitable outcomes of capital punishment.

The course load was very well organized. Day one involved a plant tour followed by four days of theory and hands-on technical training, which consisted of engines, followed by bus maintenance, electrical and finally Allison Transmissions. Back at the Hotel where all 67 of us stayed there were nightly two-hour seminars on Ricon lifts, air conditioning and hydraulic brake systems. During our one-hour lunch breaks enjoying the down home southern cooking there was a presentation on bus paint as well as one by the stop arm manufacturers.

The mechanics from all over North America were split into three groups. It was interesting to find out how other shops operated and what some of their mechanical issues were. I found it humorous when one of the guys from Texas told me I talked funny.

It was nice to be able to experience hands-on training and out of our chairs for a few hours each day. We did some rework on engines, disassembled turbos and worked with the online ISIS program, Service Max and Diamond Logic software. My personal favorite was the Diamond Logic software with graphic images of electrical components, connectors and wiring. This software allows you to work with the specific VIN and avoid the time consuming task of physically tracing wires and digging into harnesses.

As part of the training, IC had a test bus set up with all the components exposed, which gave us the ability to troubleshoot a fault set up by the instructor. I had a hunch that the IC people were listening to feedback. Sitting for hours on end viewing Power Point presentations is very tiring, and the retention level is much lower than working hands-on with the tools and software. It made total sense to get tools in our hands and get some practical experience. We had a room full of mechanics, so what better way to get them motivated.

In the end I was very happy with the week long course and got the same feelings from other participants. We were informed this course is a basic primer to a more advanced version which I would not hesitate to sign up for. I would recommend to anyone with IC school buses to head on down to Tulsa for some great hospitality and training.

Do you have similar experiences attending training provided by any of the school bus manufacturers? Share your story.

Whelan has worked as a school bus and truck mechanic for the past 34 years and is currently shop foreman for the School District No. 73 transportation department in Kamloops, British Columbia. In addition to being a regular contributor to School Transportation News, he shares his shop experiences at his personal blog site, "School Bus Mechanic."

The Bureau of Transportation Statistics with the U.S. DOT's Research and Innovative Technology Administration published findings last month that indicates that the lower level of imports, which also include air and maritime imports and high-end electronics, may be a result of damaged equipment and reduced shipping capacity originating from Japanese ports. And the result is that supply chains in the U.S. are hurting.

Sean Jahanmir, the author of the report, pointed to a March 21 announcement by GM regarding a shortage of electronic parts that resulted in temporarily shuttering the company's pick-up truck plants in Louisiana and New York. And obviously Japanese automakers are struggling. Jahanmir reported that Toyota, Nissan and Honda all have seen supply problems and "shortages of essential parts."

Hino Trucks is a subsidiary of Toyota and a partner with Starcraft Bus on the new Type C conventional school bus that was expected to go into production by year's end. There was no comment as of yet from Starcraft on how supply is affecting this development.

Jahanmire also said Japan is America's number two trade partner for both maritime and air modes of freight transport over the past five years. The country saw $173 billion of total imports and exports traded in 2010 and is the top export and import partner for the Chicago air freight gateway.